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H. HABERLIN. DASH POT FUR STEAM ENGINES.

Patented Apr. 7 1891.

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H. HABERLIN.

DASH POT FOR STEAM ENGINES.

N5,- 449,878; Patented Aplu 7,1891.

UNITED STATES PATENT OFFICE.

HERMAN HABERLIN, OF AKRON, OHIO, ASSIGNOR TO THE \VEBSTER, CAMP,

& LANE MACHINE COMPANY, OF SAME PLACE.

DASH-POT FOR STEAM-ENGINES.

SPECIFICATION forming part of Letters Patent No. 449,878", dated April 7, 1891.

Application filed October 17, 1890. Serial No. 368,413. (No model.)

To aZZ whom it may concern.-

Be it known that I, HERMAN HABERLIN, a citizen of Akron, in the county of Summit and State of Ohio, haveinvented certain new and useful Improvements in Dash-Pots for Steam-Engines; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it ap- IO pertains to make and use the same. 7

My invention relates to an improvement in steam-engines, and more particularly to an improved dash-pot adapted to be connected with the valve mechanism, the object of the invention being to produce a dash-pot which will operate rapidly and noiselessly.

A further object is to provide a dash-pot the operation of which shall be effectual without the employment of outside piping or valves or any other means of regulation.

A further object is to produce a dash-pot which shall be simple in construction, comparatively cheap to manufacture, and eifectual in the performance of its functions.

\Vith these objects in view the invention consists in certain novel features of construction and combinations and arrangements of parts, as hereinafter set forth, and pointed out in the claims.

In the accompanying drawings, Figure 1 is an elevation of a portion of ,a Corliss steamengine having my improved dash-pot attached thereto. Fig. 2 is an enlarged sectional view of the dash-pot.

For the sake of illustration I will describe my invention in connection with a Corliss steam-engine.

A represents a portion of the engine, and B the valve-controlling mechanism, which lat- 0 ter may consist of a rod 1, having a connection with the wrist-plate, which latter has connection with the eccentric of the engine from which it receives its motion. The rod 1 operates a bell-crank 2, upon the end of which is pivoted a latch-link 3, having a recess 4 for the latch-block 5. During the admission the latchblock abuts against the lower end of the recess, and it is tripped therefrom by the cam 6, which operates upon the 50 arm 8 of the latch-block, and a spring 9 keeps the end of the arm 8 against the hub and cam (5. The operation. ofthis mechanism is as follows: The latch-block 5 will be seated in i the recess 4 in the latch-link, and as the bellcrank 2 moves the latch-block will be raised by the latch-link carried by the crank-arm 10, and as the crank-arm is fast upon thevalvespindle 11, the lifting of the crank-arm will open the valve for admission of steam. As soon, however, as the end of the arm 8 of the latch-link meets the cam 6, the latch-link will be moved, so that the recess will leave contact with the latch-block, and the dash-pot will cause rod 12 to descend instantaneously and close the valve, thus effecting the cut-off. In order to cause the valve to close quickly and without shock or noise my improved dashpot is employed, the piston-rod E of which is connected with the rod 12. The cylinder 1) of the dash-pot comprises an enlarged chamber ct and a smaller or contracted chamber 1), r the chamber a being closed by an air-tight cap or head 0. In the center of this cap or. head '0 a perforated boss or enlargement c" is provided, through which the hollow pistonrod E is adapted to pass, said piston-rod being adapted to pass into the chamber 1), and said rod being normally closed, as hereinafter explained, forms a piston for the lowerchamber 1). At a point between its ends the piston-rod E is provided with a piston E, adapted to operate in the chamber a and nor-. mallyrest upon a ringe,of cushioning material, located in the bottom of the chamber a, said chamber being. cut away to produce an ann'ular recess in the interior wall of the cylinder for a purpose which will be explained farther on. The lower end of the rod E is provided with a head F, having a central screw-threaded opening f forthe reception of asocketed block G, the head F being cutaway for the accommodation of packing material F, the edge of which is bent under said head and held in place by an annular flange G, projecting from the socketed piece G. Near the upper end of the socket G of the block or piece G a perforation his made at right angles to the socket G and adapted to communicate with the hollow rod E. The block G is also provided in its upper end with a perforation through Fig. 1.

somewhat smaller than the socket G and provided. at its lower end with a flange or head K, adapted to normally project slightly below the socketed block G, being maintained normally in this position by means of a spring L, which encircles the stem and rests at one end against the head K and at the other end against the top Wall of the socket G The stem K is provided with a perforation or duct M, the upper end of which is adapted to remain normally in proximity to the perfora tion 71, and when the valve-stem is forced upwardly by engagement with the bottom of the chamber 1) to,align with said perforation and permit the escape of air from the bottom of said chamber 1). Holes '0 0 are provided for oiling the lower cylinder and piston, and a groove 19 is turned into the smaller cylinder or chamberband serves to retain the oilpoured into the hollow piston-rod from above and carried into the grooves through the holes 0 0.

Now it will be seen that when the steamvalve of the engine opens and the dash-pot piston rises a vacuum is formed in the lower chamber 1) of the dash-pot, and as soon as the lower edge of the large cushioning-piston E passes the point min the chamber a air passes under the piston, as shown by the arrows in This continues until the upper edge of the piston E reaches the point 3 when the air still remaining above the piston will be compressed. If now the dash-pct piston is released, the vacuum under the piston in the smaller chamber 1) and also the compression above the piston E will assist to quickly drop the piston and close the steam-valve B, the air now passing over it in the opposite direction.

Any air that might accumulate by leakage between the piston or piston-rod and cylinder will find release through the perforation in the valve-stem K and perforation h when said valve-stem is forced by air under the piston to lift;

It is evident that slight changes might be made in the details of construction of my invention without departing from the spirit I claim as new, and desire to secure by Lette rs Patent, is

1. A dash-pot comprising a pair of communicating cylinders of different diameters, one of the cylinders havinga recessed inner wall, a piston-rod, and a piston thereon of less width than that of the recess, substantially as set forth.

2. In a dash-pot, the combination, with a cylinder comprising two chambers of a hollow piston-rod, a piston for each chamber carried by said piston-rod, the smaller piston being provided with a perforation and a socket, a valve-stem in said socket having a duct therein, and a spring adapted to" normally maintain the duct in the valve-stem out of alignment wit 11 said perforation, substantially as set forth.

3. In a dash-pot, the combination, with a cylinder having a largeand a small chamber, of a piston-rod, a piston for each chamber carried by said piston-rod, the lower end of said rod being provided with perforations, and a groove for the reception of oil, substantially as set forth.

4. In a dash-pot, the combination, with a cylinder comprising alarge and a small cham- HERMAN IIABERLIN.

YVitnesses:

JOHN F. MURPHY, FREDK. O. BRYAN. 

